DE102009009498A1 - Transmission control device - Google Patents

Abstract

A transmission control device detects a drop in the power transmission performance of a clutch actuator and prevents it from failing. When a power transmission decay detection means detects a drop in the power transmission capacity of a first clutch even if a power transmission instruction is given to a first clutch actuator, transmission in a power transmission path is inhibited by a transmission transmission mechanism and power transmission in a power transmission path is performed by a second transmission transmission mechanism. When the power transmission decay detection means detects a drop in power transmission performance of a second clutch even if the power transmission instruction is given to a second clutch actuator, transmission in the power transmission path is inhibited by the second transmission transmission mechanism and power transmission in the power transmission path is performed by the first transmission transmission mechanism.

Description

BACKGROUND OF THE INVENTION

FIELD OF THE INVENTION

The The present invention relates to a transmission control device, which mounted in a vehicle such as an automobile Transmission controls, and more specifically to a transmission control device, which controls the transmission, which power from a motor in disconnects two power transmission paths, both one independent coupling and an independent transmission mechanism to have.

DESCRIPTION RELATED STANDS OF THE TECHNIQUE

There has been a so-called twin-clutch transmission that distributes power from an engine to two power transmission paths, both of which have an independent clutch and an independent power transmission mechanism, and performs a power transmission operation to transmit power from the input shaft to the output shaft. This twin-clutch transmission uses an electric motor as an actuator to operate the clutch (see, for example, Non-Patent Document 1 (for details). Electromotoric actuators for double clutch transmissions , which is the document distributed in "8th Luk Symposium 2006", which was held by Luk GmbH & Co., Germany)).

Previously known is a twin-clutch transmission control device that controls a twin-clutch transmission so that when one of the transmission groups fails, the other transmission group is used to perform the power transmission operation (for example, see Patent Document 1 (see JP-A-2006-132574 ).

The In the non-patent document 1 disclosed twin clutch transmission uses an electric motor as a clutch actuator and used a normally open clutch, the force from the input shaft to the output shaft at the time to which the electric motor Under power is (operated), and no power from the input shaft on the output shaft transmits at the time when the electric motor is not under power (not operated). When the electric motor is under energy to get the power out of the To transmit input shaft, one of the supply voltage flows corresponding current. In the electric motor, a torque is corresponding the size of the current that flowed into the electric motor is. The greater the torque generated, the better this is greater at the output shaft of the clutch from the input shaft to be transmitted torque.

One Electric motor generally consumes a portion of the electrical energy as heat, so with increasing energization time the amount of energy that is supplied to the electric motor gets bigger and the temperature of the electric motor rises to the temperature at which a thermal equilibrium of the Ambient temperature is established.

The Size of the torque of the electric motor is determined through the magnetic flux passing through the current passing through the coil flowed in the electric motor is generated, and the magnetic flux, the is generated by the near the coil arranged permanent magnet, and the permanent magnet has such a property that at Temperature increase of the permanent magnet the size the magnetic flux that is generated becomes smaller. While the energization of the electric motor raises the temperature of the coil, therefore increases the temperature of the permanent magnet, so that itself at the same, the electric motor supplied electrical energy the temperature of the permanent magnet increases, which increases the size of the torque generated in the electric motor decreases. As a result is the torque generated in the electric motor smaller than the torque, that is necessary to hold the clutch so that when the Electric motor comes in a power-down condition, the power transmission capacity the clutch becomes lower.

If the power transmission of the clutch becomes lower, If a clutch slip occurs, causing friction, so that heat is generated in the coupling area. The heat heats near the clutch what the temperature of the nearby Electric motor further increased. The coil of the electric motor is made of metal and its surface is with coated with an insulator. If the internal temperature of the coil too a failure limit temperature or higher is caused the high temperature is a chemical reaction of the coating of the Insulator, which damages the insulation of the conductive wire or the soldered part of the coil separates, resulting in a Failure of the electric motor leads.

As described above, it is when the power-down state of the Electric motor continues and the engine temperature rises, probably that a failure, such as a line disconnection or a short circuit, occurs. In order to avoid failure, it is therefore necessary the power loss state of the electric motor on its continuation over to prevent a long period of time and prevent the temperature of the electric motor is equal to or higher than the failure limit temperature becomes.

When a failure in one of the electric motors used in the twin-clutch transmission can not be prevented and an electric engine fails, this electric motor can not generate torque, so that the clutch, which is operated by the electric motor, can not transmit power from the input shaft to the output shaft. Accordingly, a gear change of the transmission is performed only with the clutch containing the other electric motor, so that the gear ratio of the transmission can not be set to one that ensures a high fuel consumption effect. Since the adequate gear ratio can not be selected, it may be that the acceleration aimed by a driver can not be effected, or that the high-speed running causes the engine to sound louder, which is an impairment of driveability. Further, the gear change operation in a gear ratio far from a normal one would involve a problem of a continuous condition where, for example, the gear shift shock would become larger.

additionally detects after instructing the operation of the clutch actuator the in the patent document 1 disclosed transmission control device, whether a clutch actuator has actually been operated by stop detection or the like to determine the occurrence of a failure. The transmission control device disclosed in Patent Document 1 has Problems such that although the transmission control device fails can not detect it after the clutch actuator fails can detect that the clutch actuator in a power-down condition is instructed while driving the clutch actuator and thus continue operation until the clutch actuator failed, so that failure can not be prevented.

SUMMARY OF THE INVENTION

Accordingly the present invention has been made to the above Overcome problems, and it is an object of the invention to provide a transmission control device that generates a waste in the power transmission capacity of a clutch actuator can detect and prevent failure thereof.

Around to solve this problem is, according to a Aspect of the invention, a transmission control device for controlling a transmission which has an engine output shaft, which transmits an output torque of a motor, a first transmission transmission mechanism, the force of Engine output shaft transmits to a tire, a second transmission transmission mechanism, the force the engine output shaft transmits to the tire, one in one from the engine output shaft via the first transmission transmission mechanism for Tire extending power transmission path provided first clutch to transmit or disconnect power, one in one from the engine output shaft via the second translated transmission mechanism for Tire extending power transmission path provided second Clutch to transmit or disconnect force first clutch actuator, which is actuated by an electrical signal is to operate the first clutch, and a second clutch actuator, which is actuated by an electrical signal to the operate second clutch, wherein the transmission control device a clutch actuator control containing the first Clutch actuator and the second clutch actuator controls, and a power transmission power drop detection means, a drop in the power transmission capacity of the first Clutch actuator or the second clutch actuator detected or predicted, wherein, when the power transmission loss detection means a drop in the power transmission capacity of the first Clutch detected even when the clutch actuator control an instruction of power transmission to the first clutch actuator is issued, power transmission in itself from the engine output shaft the first translated transmission mechanism inhibited the tire extending force transmission path and power transmission is in itself from the engine output shaft the second transmission transmission mechanism to the tire extending power transmission path is released, and when the power transmission loss detection means a drop in the power transmission capacity of the second Clutch detected, even if the clutch actuator control an instruction to transmit power to the second clutch actuator is issued, the power transmission in from the motor output shaft via the second transmission transmission mechanism to the tire extending power transmission path is inhibited and the Transmission in itself from the motor output shaft extending the first transmission transmission mechanism to the tire Power transmission path is released.

The Transmission control device according to the invention predicts or detects clutch slip, that of one Reduction in power transmission is caused making it possible for the failed-oriented Impairment of fuel consumption or impairment to prevent drivability.

The above and other objects, features, aspects and advantages The present invention will become apparent from the following detailed description the invention in overall view with the accompanying drawings be more apparent.

BRIEF DESCRIPTION OF THE DRAWINGS

1 FIG. 10 is a system configuration diagram illustrating a transmission control apparatus according to a first embodiment of the present invention; FIG.

2 FIG. 10 is a flowchart illustrating the operation of the transmission control apparatus according to the first embodiment of the invention; FIG.

3 FIG. 10 is a flowchart illustrating the operation of a transmission control apparatus according to a second embodiment of the invention; FIG.

4 FIG. 10 is a system configuration diagram illustrating a transmission control apparatus according to a third embodiment of the invention; FIG.

5 Fig. 10 is a flowchart illustrating the operation of a transmission control apparatus according to the third embodiment of the invention;

6 FIG. 10 is a flowchart illustrating the operation of a transmission control apparatus according to a fourth embodiment of the invention; FIG.

7 FIG. 10 is a system configuration diagram illustrating the operation of a transmission control apparatus according to a fifth embodiment of the invention; FIG.

8th FIG. 10 is a flowchart illustrating the operation of the transmission control apparatus according to the fifth embodiment of the invention; FIG. and

9 FIG. 10 is a flowchart illustrating the operation of a transmission control apparatus according to a sixth embodiment of the invention. FIG.

DETAILED DESCRIPTION THE PREFERRED EMBODIMENTS

Transmission control devices according to the preferred embodiments The present invention will be described below with reference to FIGS attached drawings. The invention is not limited to such embodiments.

First embodiment

1 FIG. 10 is a system configuration diagram showing a transmission control apparatus according to a first embodiment of the invention. FIG. In 1 gives an engine 101 Power and transmits the power to an engine output shaft 102 , The to the engine output shaft 102 transmitted power is transmitted via a first power transmission path 103A transmitted to a first transmission transmission mechanism T1. The first transmission transmission mechanism T1 may perform a gear shift operation while transmitting the power through the gear provided by a transmission transmission mechanism controller 105 which is a transmission control device 104 forms.

Similarly, the to the motor output shaft 102 transmitted force to a second transmission transmission mechanism T2 via a second power transmission path 103B transfer. The transmission transmission mechanism control 105 also gives an instruction to the second gear transmission mechanism T2 to enable a gear change operation.

The outputs outputted from the first transmission transmission mechanism T1 and the second transmission transmission mechanism T2 are applied to tires 106 transmitted via a first clutch C1 and a second clutch C2. The first clutch C1 and the second clutch C2 are configured to be operated by a first clutch actuator CA1 and a second clutch actuator CA2, respectively. The first clutch actuator CA1 and the second clutch actuator CA2 are controlled by a clutch actuator controller 107 controlled, which the transmission control device 104 forms to perform power transmission or separation in the first clutch C1 and the second clutch C2. Accordingly, the power from the engine 101 over the engine output shaft 102 and then transmitted via the first power transmission path 103A and the second power transmission path 103B transmitted to the first clutch C1 and the second clutch C2 via the first transmission transmission mechanism T1 and the second transmission transmission mechanism T2. Either the first transmission transmission mechanism T1 or the second transmission transmission mechanism T2 are selected by the first clutch C1 and the second clutch C2 to apply the force to the tires 106 transferred to.

The transmission control device 104 includes a power transmission loss detection means 108 that causes a drop in torque transmission power in the first power transmission path 103A or the second power transmission path 103B detected. Specifically, the power transmission loss detection means 108 configured to reduce waste in the torque transmission powers in the first power transmission path 103A and the second power transmission path 103B from information from a first rotation sensor 109 a second rotation sensor 110 a third rotation sensor 111 and a fourth rotation sensor 112 to detect, which are arranged before and after the first clutch C1 and the second clutch C2 to the rotational speeds in the ers th power transmission path 103A and in the second power transmission path 103B to eat. In

1 solid lines indicate power transmission paths, one-dot chain lines indicate control signal paths, and broken lines indicate sensor signal paths.

2 FIG. 10 is a flowchart illustrating the operation of the transmission control device. FIG 104 illustrated according to the first embodiment of the invention. With reference to 2 In step S201, it is determined whether the clutch actuator control 107 the first clutch actuator CA1 and the second clutch actuator CA2 or the first clutch C1 and the second clutch C2 instructed to transmit the torque. If the determination is YES, the flow advances to step S202. Otherwise, the subroutine will be terminated.

In step S202, the power transmission loss detection means determines 108 whether the power transmission has dropped. When the power transmission has dropped, the flow proceeds to step S203. Otherwise, the subroutine will be terminated.

In Step S203, it is determined whether the first clutch C1 is in operation is. When the first clutch C1 is in operation, the flow proceeds to step S204. Otherwise, the flow proceeds to step S206.

In Step S204, the power transmission using the first clutch C1 and the first clutch actuator CA1 inhibited, and the flow proceeds to step S205.

In Step S205, power transmission using the second clutch C2 and the second clutch actuator CA2 executed, and the subroutine is ended.

In Step S206, power transmission using the second clutch C2 and the second clutch actuator CA2 inhibited and the flow proceeds to step S207.

In Step S207, power transmission using the first clutch C1 and the first clutch actuator CA1 executed and the subroutine is ended.

Although the clutches C1, C2 explained in the above description of the first embodiment are configured for driving power from the engine 101 to change over the gear transmission mechanisms T1, T2 and then force on the tires 106 of course, the positions of the transmission transmission mechanisms T1, T2 and the positions of the clutches C1, C2 may of course be interchanged so that power transmission and separation close to the engine 101 be executed.

As can be seen from the above, the transmission control device 104 According to the first embodiment, the power transmission loss detection means 108 Upon detection of the power-down condition of the clutch actuators CA1, CA2, it inhibits and inhibits the use of the clutch actuators CA1, CA2 until the clutch actuator returns from the power-down condition and allows the other clutch actuator to be used, thereby detecting an effect of preventing clutch actuator failure, its power-down condition will be achieved.

Second embodiment

Next, referring to 3 a transmission control device according to a second embodiment of the invention explained. Since the system configuration is similar to the transmission control apparatus explained in the foregoing description of the first embodiment, FIG 1 used.

3 FIG. 10 is a flowchart illustrating the operation of the transmission control apparatus according to the second embodiment. FIG. With reference to 3 In step S301, it is determined whether the clutch actuator control 107 instructs the first clutch actuator CA1 and / or the second clutch actuator CA2 to transmit the torque to the first clutch C1 and / or the second clutch C2. When the determination is YES, the flow proceeds to step S302. Otherwise, the subroutine will be terminated.

In Step S302, it is determined whether the first clutch C1 is in operation is. When the first clutch C1 is in operation, the flow proceeds to step S303. Otherwise, the flow proceeds to step S306.

In step S303, it is determined whether slippage has occurred in the first clutch C1 due to the drop in power transmission performance. The rotational speed of the first gear transmission mechanism T1 is determined by the first rotation sensor 109 measured and its value is set as Nm1. The output rotational speed of the first clutch C1 is determined by the second rotation sensor 110 measured and its value is set as Nm2. If the entire power is transmitted, the output values become the second rotation sensors 109 . 110 identical. If Nm1 - Nm2 is calculated and the resulting value is equal to or greater than a given value Is value, the flow proceeds to step S304. On the other hand, if the value is smaller than the predetermined value, the subroutine is ended.

In Step S304, power transmission using the first clutch C1 and the first clutch actuator CA1 inhibited and the flow proceeds to step S305.

In Step S305, power transmission using the second clutch C2 and the second clutch actuator CA2 executed and the subroutine is ended.

In step S306, it is determined whether slippage has occurred in the second clutch C2 due to the drop in power transmission performance. The rotational speed of the second gear transmission mechanism T2 is determined by the third rotation sensor 111 measured and their value is set as Nm3. The rotational speed of the second clutch C2 is determined by the fourth sensor 112 measured and their value is set as Nm4. If the total force is transmitted, the output values of the two rotation sensors become 111 . 112 identical. When Nm3-Nm4 is calculated and the resultant value is equal to or greater than a predetermined value, the flow proceeds to step S307. On the other hand, if the value is smaller than the predetermined value, the subroutine is ended.

In Step S307, power transmission using the second clutch C2 and the second clutch actuator CA2 inhibited and the flow proceeds to step S308.

In Step S308, power transmission using the first clutch C1 and the first clutch actuator CA1 executed and the subroutine is ended.

As apparent from the above, the transmission control apparatus according to the second embodiment can accurately control the amount of slippage of the first clutch C1 or the second clutch C2 by means of rotation sensors 109 . 110 . 111 and 112 so that the transmission control device can detect the power-down state of the clutch actuator CA1, CA2 that could not be detected by the conventional transmission control device, and can prevent a failure in the clutch actuator CA1, CA2. Therefore, the transmission control device can more accurately detect the power-down state of the clutch C1, C2.

Third embodiment

Next, a transmission control apparatus according to a third embodiment of the invention will be described with reference to FIG 4 and 5 described. 4 FIG. 10 is a system configuration diagram illustrating the transmission control apparatus according to the third embodiment. FIG. In 4 gives an engine 401 Power and transmits the force to an engine output shaft 402 , The out of the engine 401 transmitted power is transmitted through the motor output shaft 402 on tires 403 transfer.

The out of the engine output shaft 402 output power is applied to the first gear transmission mechanism T1 via gears 404a . 404b and 404c in the power transmission path of the motor output shaft 402 are provided, transferred. The first transmission transmission mechanism T1 may perform a gearshift operation by transmitting the power through a specified gear.

Similarly, the out of the engine output shaft 402 output force via gears 405a . 405b and 405c in the power transmission path of the motor output shaft 402 are provided, transmitted to the second transmission transmission mechanism T2, which ensures a gear shift operation.

The outputs outputted from the first transmission transmission mechanism T1 and the second transmission transmission mechanism T2 are applied to the tires via the first clutch C1 and the second clutch C2, respectively 403 transfer. The first clutch C1 and the second clutch C2 are operated by the first clutch actuator CA1 and the second clutch actuator CA2, respectively. In the embodiment, both the first clutch actuator CA1 and the second clutch actuator CA2 are formed by an electric motor.

The first clutch actuator CA1 and the second clutch actuator CA2 are controlled by a clutch actuator controller 406 controlled to allow power transmission and separation in the first clutch C1 and the second clutch C2.

The temperature of the first clutch actuator CA1 is determined by a first clutch actuator temperature sensor 407 and the temperature of the second clutch actuator CA2 is measured by a second clutch actuator temperature sensor 408 measured. A first current sensor 409 measures the current that flows when the first clutch actuator CA1 is operated and a second current sensor 410 measures the current that flows when the second clutch actuator CA2 is operated.

The clutch actuator control 406 has a power transmission loss detection means 411 and may include information from the first clutch actuator temperature sensor 407 , the second Kupp lungsaktuatortemperatursensor 408 , the first current sensor 409 and the second current sensor 410 to capture. The clutch actuator control 406 is configured to be able to detect a drop in power transmission through the first clutch C1 and a drop in power transmission through the second clutch C2 based on the information. The reference numeral " 412 "Indicates a battery which supplies power to the clutch actuator control 406 is. In 4 show one-dot dash lines control signal paths on and broken lines indicate sensor signal paths.

5 FIG. 10 is a flowchart illustrating the operation of the transmission control apparatus according to the third embodiment. FIG. With reference to 5 is determined in step S501, whether the clutch actuator control 406 the first clutch actuator CA1. or instruct the second clutch actuator CA2 to transmit the torque in the first clutch C1 or the second clutch C2. When the determination is YES, the flow proceeds to step S502. Otherwise, the subroutine will be terminated.

In Step S502, it is determined whether the first clutch C1 is in operation is. The flow proceeds to step S503 when the first clutch is in operation, and proceeds to step S506 when the second clutch C2 is in operation.

In step S503, it is determined whether the power transmission of the first clutch C1 has dropped. The torque generated in the first clutch actuator CA1 is proportional to the magnitude of the magnetic flux of the magnet constituting the first clutch actuator CA1, and the magnitude of the torque becomes smaller as the temperature increases, so that a sufficient tightening torque can not be generated at a high temperature , whereby the power transmission in the first clutch C1 decreases. In this regard, when passing through the first clutch actuator temperature sensor 407 When the measured temperature TempCA1 of the first clutch actuator CA1 is equal to or greater than a predetermined value, it is determined that the power transmission power in the first clutch C1 is low and the flow proceeds to step S504. When the temperature TempCA1 is smaller than the predetermined value, it is determined that the power transmission power in the first clutch C1 is not low, and the subroutine is ended.

In Step S504, the power transmission using the first clutch C1 and the first clutch actuator CA1 inhibited and the flow proceeds to step S505.

In Step S505, power transmission using the second clutch C2 and the second clutch actuator CA2 executed and the subroutine is ended.

In step S506, it is determined whether the power transmission of the second clutch C2 has dropped. The torque generated in the second clutch actuator CA2 is proportional to the magnitude of the magnetic flux of the magnet forming the second clutch actuator CA2, and the magnitude of the torque becomes smaller with increasing temperature, so that sufficient tightening torque can not be generated at a high temperature. whereby the power transmission in the second clutch C2 decreases. In this regard, when the temperature TempCA2 of the second clutch actuator CA2, that of the second clutch actuator temperature sensor 408 is measured equal to or greater than a predetermined value, it is determined that the power transmission power in the second clutch C2 is low and the flow proceeds to step S507. When the temperature TempCA2 is lower than the predetermined value, it is determined that the power transmission power in the second clutch is not low, and the subroutine is terminated.

In Step S507, power transmission using the second clutch C2 and the second clutch actuator CA2 inhibited and the flow proceeds to step S508.

In Step S508, power transmission using the the first clutch C1 and the first clutch actuator CA1 executed, and the subroutine is ended.

As apparent from the above, the transmission control apparatus according to the third embodiment can control the temperatures of the first and second clutch actuators CA1, CA2 by means of the first and second clutch actuator temperature sensors 407 . 408 exactly, so that the transmission control apparatus can detect the power-down conditions of the first and second clutch actuators CA1, CA2 that could not be detected by the conventional transmission control apparatus, and can prevent failure of the first and second clutch actuators CA1, CA2. Therefore, the transmission control device can more accurately detect the power-down conditions of the first and second clutch actuators CA1, CA2 than the transmission control device according to the first embodiment or the second embodiment.

Fourth embodiment

Next, a transmission control apparatus according to a fourth embodiment of the invention will be described with reference to FIG 6 described. Because the system configuration is similar to that of the transmission control apparatus explained in the foregoing description of the third embodiment, FIG 4 used.

6 FIG. 10 is a flowchart illustrating the operation of the transmission control apparatus according to the fourth embodiment. FIG. With reference to 6 In step S601, it is determined whether the clutch actuator control 406 the first clutch actuator CA1 or the second clutch actuator CA2 instructed to transmit the torque in the first clutch C1 or the second clutch C2. When the determination is YES, the flow proceeds to step S602. Otherwise, the subroutine will be terminated.

In Step S602, it is determined whether the first clutch C1 is in operation is. When the first clutch C1 is in operation, the flow proceeds proceed to step S603. Otherwise, the river will move S607 continues.

In step S603, since the operation of the first clutch C1 has started, the current is integrated using the following equation 1, and the flow then proceeds to step S604. Integral Cur1 (n) = Integral Cur1 (n-1) + Cur1 × S Time (1) where Intergral Cur1 (n) is the current integral value (the currently calculated value) of the first clutch actuator CA1, Integral Cur1 (n-1) is the current integral value (previously calculated value) of the first clutch actuator CA1, Cur1 is the current value of is the first clutch actuator CA1 flowing current and S time is the time from the time of the previous calculation to the time of the current calculation.

In Step S604 is determined from the current integral value, whether the power transmission the first clutch C1 has dropped. That in the first clutch actuator CA1 generated torque is proportional to the size the magnetic flux of the magnet, the first clutch actuator CA1 forms, and the size of the torque is smaller with increasing temperature, so that at a high temperature no sufficient tightening torque can be generated, whereby the power transmission capacity in the first clutch C1 drops.

Of the Temperature rise of the first clutch actuator CA1 is proportional to the amount of current supplied by the first clutch actuator CA1, if not the first clutch actuator CA1 is externally heated. The amount of electricity is calculated from the square of the current and the resistance determined so that assuming that the resistance is constant is, the amount of power is proportional to the square of the current. This makes it possible to increase the temperature in the first clutch actuator CA1 based on the integral value of the current.

in the In view of the above, in step S604, when the current integral value Integral Cur1 (n) of the first clutch actuator CA1 detected in step S603 was calculated equal to or greater than a given one Value is, predicted that the internal temperature of the first clutch actuator CA1 becomes high and it is thus determined that the power transmission capacity in the first clutch C1 has dropped, so that the flow to step S605 progresses. When the integral current value Integral Cur1 (n) of the first clutch actuator CA1 smaller than the predetermined value is, it is found that the power transmission in the first clutch C1 has not dropped off and the subroutine will be terminated.

in the Step S605, power transmission using the first clutch C1 and the first clutch actuator CA1 inhibited and the flow proceeds to step S606.

In Step S606, power transmission using the second clutch C2 and the second clutch actuator CA2 executed and the subroutine is ended.

In step S607, the current since the start of the operation of the second clutch C2 is integrated using the following equation 2, and the flow then proceeds to step S608. Integral Cur2 (n) = Integral Cur2 (n-1) + Cur2 × S Time (2) where Integral Cur2 (n) is the current integral value (current calculated value) of the second clutch actuator CA2, Integral Cur2 (n-1) is the current integral value (previous calculated value) of the second clutch actuator CA2. Cur2 is the current value of the current flowing in the second clutch actuator CA2 and S Time is the time from the time of the previous calculation to the time of the current calculation.

In step S608, it is determined from the current integral value whether the power transmission of the second clutch C2 has dropped. The torque generated in the second clutch actuator CA2 is proportional to the magnitude of the magnetic flux of the magnet forming the second clutch actuator CA2, and the magnitude of the torque decreases with increasing temperature, so that sufficient tightening torque can not be generated at a high temperature , with which the Power transmission capacity of the second clutch C2 decreases.

Of the Temperature rise of the second clutch actuator CA2 is proportional to the amount of power delivered to the second clutch actuator CA2 is externally heated, if not the second clutch actuator CA2 becomes. The amount of power is calculated from the square of the current and of resistance, so that with constant resistance the Amount of power is proportional to the square of the current. This makes it possible to increase the temperature in the second clutch actuator CA2 based on the integral value of the current.

in the In view of the above, in step S608, when the current integral value Integral Cur2 (n) of the second clutch actuator CA2, which in step S607 has been calculated equal to or greater than a given one Value is, predicted that the internal temperature of the second clutch actuator CA2 gets high and it is found that the power transmission in the second clutch C2 has dropped, leaving the flow too Step S609 proceeds. When the integral current value Integral Cur2 (n) is smaller than the predetermined value, it is determined that the Power transmission in the second clutch C2 not has dropped and the subroutine is terminated.

In Step S609, the power transmission using the second clutch C2 and the second clutch actuator CA2 inhibited and the flow proceeds to step S610.

In Step S610, power transmission using the the first clutch C1 and the first clutch actuator CA1 executed, and the subroutine is ended.

As From the above, the transmission control apparatus according to the fourth embodiment, the operating conditions of first and second clutch actuators CA1, CA2 by measuring the flowing in the first and second clutch actuators CA1, CA2 Predict currents so that the transmission control device the power-down conditions of the first and second clutch actuators CA1, CA2 not detected by the conventional transmission control device could be detected, failure in the first and second Prevent clutch actuators CA1, CA2 and can with a simpler Configuration as the transmission control devices of the first to third embodiments are realized.

Fifth embodiment

Next, a transmission control apparatus according to a fifth embodiment of the invention will be described with reference to FIG 7 and 8th described. 7 FIG. 10 is a system configuration diagram illustrating the transmission control apparatus according to the fifth embodiment of the invention. FIG. In 7 gives an engine 701 Power and transmits the power to an engine output shaft 702 , The to the engine output shaft 702 transmitted power is transmitted to a first transmission transmission mechanism T1 via a first power transmission path 703A transfer. The first transmission transmission mechanism T1 may perform a transmission shifting operation while transmitting the power through the gear provided by a transmission transmission mechanism controller 705 which has been specified as a transmission control device 704 constituted.

Similarly, the to the motor output shaft 702 transmitted power to a second transmission transmission mechanism T2 via a second power transmission path 703B transfer. The transmission transmission mechanism control 705 Also gives an instruction to the second gear transmission mechanism T2 to allow a gear change operation.

The outputs outputted from the first transmission transmission mechanism T1 and the second transmission transmission mechanism T2 are applied to the tires via the first clutch C1 and the second clutch C2, respectively 706 transfer.

In the above configuration, the power from the engine 701 over the engine output shaft 702 and then transmitted via the first power transmission path 703A and the second power transmission path 703B transmitted to the first transmission transmission mechanism T1 and the second transmission transmission mechanism T2. The powers transmitted to the first transmission transmission mechanism T1 and the second transmission transmission mechanism T2 are performed by any one of the first power transmission paths 703A and the second power transmission paths 703B to the tires 706 transmitted, which are selected by the first clutch C1 and the second clutch C2.

The first clutch C1 and the second clutch C2 are respectively operated by the first clutch actuator CA1 and the second clutch actuator CA2. The first clutch actuator CA1 and the second clutch actuator CA2 are operated to allow power transmission and disconnection in the first clutch C1 and the second clutch C2 when a first clutch actuator drive circuit 708 and a second clutch actuator drive circuit 709 in response to an instruction from a clutch actuator controller 707 which the transmission control device 704 forms, on to be driven.

The transmission control device 704 incorporates a power transmission decay detection means 710 that causes a drop in torque transmission power in the first power transmission path 703A or in the second power transmission path 703B detected. The power transmission loss detection means 710 is configured to be able to detect waste in the torque transmission powers in the first clutch C1 and the second clutch C2 before and after the first and second clutches C1, C2 from information from a first board temperature sensor 711 and a second board temperature sensor 712 respectively close to the first clutch actuator drive circuit 708 and the second clutch actuator drive circuit 709 are arranged to measure ambient temperatures of the same.

The power transmission loss detection means 710 is also configured to be able to determine that the first clutch actuator CA1 and the second clutch actuator CA2 can transmit power from information from a first board temperature sensor 711 and the second board temperature sensor 712 , and information from a time counter 713 which measures the time elapsed since the first clutch actuator CA1 or the second clutch actuator CA2 is prevented from transmitting power. In 7 denotes reference symbol " 714 "A first clutch actuator temperature sensor that measures the temperature of the first clutch actuator CA1, and reference numeral" 715 "Denotes a second clutch actuator temperature sensor that measures the temperature of the second clutch actuator CA2. In 7 Solid lines indicate power transmission paths, one-dot chain lines indicate control signal paths, and broken lines indicate sensor signal paths.

8th FIG. 10 is a flowchart illustrating the operation of the transmission control apparatus according to the fifth embodiment of the invention. FIG. With reference to 8th In step S801, it is determined whether the clutch actuator control 707 instructs the first clutch actuator CA1 or the second clutch actuator CA2 to transmit the torque to the first clutch C1 or the second clutch C2. When the determination is YES, the flow proceeds to step S802. Otherwise, the subroutine will be terminated.

In Step S802, it is determined whether the first clutch C1 is in operation is. When the first clutch C1 is in operation, the flow proceeds to step S803. Otherwise, the river will move S806 continues.

In Step S803 determines whether the power transmission capacity the first clutch C1 has dropped. That in the first clutch actuator CA1 generated torque is proportional to the size the magnetic flux of the magnet, which is the first clutch actuator CA1 forms, and the magnitude of the torque is smaller at rising temperature, so at a high temperature no sufficient tightening torque can be generated, which the power transmission in the first clutch C1 diminished.

Of the Temperature rise of the first clutch actuator CA1 is proportional to the amount of power delivered in the first clutch actuator CA1 is externally heated, if not the first clutch actuator CA1 becomes. The amount of power is calculated from the square of the stream and the Resistance calculated so that assuming that the resistance is constant is, the amount of power is proportional to the square of the current.

The sizes of the first clutch actuator drive circuit 708 and the first clutch actuator CA1 flowing currents are equal to each other and there is a resistance in the first Kupplungsaktuatorantriebsschaltung 708 such that the energy consumed in the first clutch actuator CA1 increases as the temperature increases in proportion to that in the first clutch actuator drive circuit 708 is energy used in raising the temperature. Accordingly, a temperature rise in the first clutch actuator CA1 may be detected by measuring the ambient temperature of the first clutch actuator drive circuit 708 be predicted.

Assuming that the ambient temperature of the first clutch actuator drive circuit 708 that of the first board temperature sensor 711 is measured TempCAD1, if TempCAD1 is equal to or higher than a predetermined value, it is determined that the power transmission performance in the first clutch C1 has dropped, and the flow proceeds to step S804. When TempCAD1 is smaller than the predetermined value, it is determined that the power transmission performance in the first clutch C1 has not dropped. Otherwise, the subroutine will be terminated.

In Step S804, power transmission using the first clutch C1 and the first clutch actuator CA1 inhibited and the flow proceeds to step S805.

In Step S805, power transmission using the second clutch C2 and the second clutch actuator CA2 executed, and the subroutine is ended.

In Step S806 determines whether the power transmission capacity the second clutch C2 has dropped. That in the second clutch actuator CA2 generated torque is proportional to the size the magnetic flux of the magnet, the second clutch actuator CA2 forms, and the magnitude of the torque becomes smaller at rising temperature, so at a high temperature insufficient tightening torque can be generated, thereby the power transmission in the second clutch C2 decreases.

Of the Temperature rise of the second clutch actuator CA2 is proportional to the amount of power delivered to the second clutch actuator CA2 when the second clutch actuator CA2 is not externally heated becomes. The amount of power is calculated from the square of the current and the Resistance calculated so that assuming that the resistance is constant, the amount of power proportional to the square of the stream is.

The sizes of the in the second Kupplungsaktuatorantriebsschaltung 709 and the second clutch actuator CA2 flowing currents are equal to each other, and there is a resistance in the second Kupplungsaktuatorantriebsschaltung 709 such that the energy used in the second clutch actuator CA2 as the temperature rises increases in proportion to that in the second clutch actuator drive circuit 709 energy consumed as the temperature rises.

Accordingly, a temperature rise in the second clutch actuator CA2 may be detected by measuring the ambient temperature of the second clutch actuator drive circuit 709 be predicted. Assuming that the ambient temperature of the second clutch actuator drive circuit 709 through the second board temperature sensor 712 is measured, TempCAD2 is, if TempCAD2 is equal to or greater than a predetermined value, it is determined that the power transmission in the second clutch C2 has dropped and the flow proceeds to step S807. When TempCAD2 is less than the predetermined value, it is determined that the power transmission performance in the second clutch C2 has not dropped. Otherwise, the subroutine will be terminated.

In Step S807, power transmission using the second clutch C2 and the second clutch actuator CA2 inhibited and the flow proceeds to step S808.

In Step S808, power transmission using the first clutch C1 and the first clutch actuator CA1 executed and the subroutine is ended.

As can be seen from the above, by measuring the ambient temperature of the first and second clutch actuator drive circuits 708 . 709 The transmission control apparatus according to the fifth embodiment can detect the power-down conditions of the first and second clutch actuators CA1, CA2 that could not be detected by conventional transmission control devices, and can prevent failures in the first and second clutch actuators CA1, CA2. Furthermore, the structure in which the temperature sensors require 711 . 712 in the transmission control device 704 are arranged, shorter wiring compared to the transmission control device 704 to the temperature sensors 711 . 712 so that the transmission control device 704 can be realized with a simpler and less expensive configuration than the transmission control devices according to the first to fourth embodiments.

Sixth embodiment

Next, a transmission control apparatus according to a sixth embodiment of the invention will be described with reference to FIG 9 described. Because the system configuration is similar to that of the transmission control apparatus explained in the above description of the fifth embodiment, FIG 7 used.

9 FIG. 10 is a flowchart illustrating the operation of the transmission control apparatus according to the sixth embodiment. FIG. With reference to 9 In step S901, it is determined whether the clutch actuator control 707 instructs the first clutch actuator CA1 or the second clutch actuator CA2 to transmit the torque to the first clutch C1 or the second clutch C2. When the determination is YES, the flow proceeds to step S902. Otherwise, the subroutine will be terminated.

In Step S902, when the power transmission in the first clutch C1 is inhibited, the flow proceeds to step S903. Otherwise the flow proceeds to step S907.

In steps S903 to S905, it is determined whether the power transmission of the first clutch C1 is restored. The torque generated in the first clutch actuator CA1 is proportional to the magnitude of the magnetic flux of the magnet constituting the first clutch actuator CA1, and the magnitude of the torque becomes smaller with increasing temperature, so that sufficient tightening torque can not be generated at a high temperature , whereby the power transmission in the first clutch C1 decreases. When the clutch actuator is used in the environment where the ambient temperature is in changes within a range in which the ambient temperature is limited to a certain level which is lower than the use limit temperature of the first clutch actuator CA1, if the driving of the first clutch actuator CA1 is stopped after the drive of the first clutch actuator CA1 increases the temperature approaches the temperature of the ambient temperature with the lapse of time and thus ultimately reaches the temperature range where the torque required for the transmission of power can be generated.

in the In view of the above, in step S903, the time since inhibition measured the transmission of the clutch actuator and if a predetermined time since the inhibition of power transmission of the first clutch actuator CA1 has elapsed, the Flow proceeds to step S904. If the given period is not has passed, it is believed that the power transmission capacity in the first clutch C1 has not recovered and the subroutine will be terminated.

In step S904, the temperature of the first clutch actuator CA1 is determined by the first clutch actuator temperature sensor 714 measured and the measured value is set as TempCA1. When TempCA1 is equal to or smaller than a predetermined value, the flow proceeds to step S905. Otherwise, it is assumed that the power transmission in the first clutch C1 has not recovered and the subroutine is terminated.

The temperature rise of the first clutch actuator CA1 is proportional to the amount of power supplied to the first clutch actuator CA1 unless the first clutch actuator CA1 is externally heated. The amount of power is calculated from the square of the current and the resistance so that, assuming that the resistance is constant, the amount of power is proportional to the square of the current. The sizes of the first clutch actuator drive circuit 708 and the first clutch actuator CA1 flowing currents are equal to each other and there is a resistance in the first Kupplungsaktuatorantriebsschaltung 708 such that the energy consumed in raising the temperature in the first clutch actuator CA1 is proportional to that in the first clutch actuator drive circuit 708 energy consumed when raising the temperature.

Accordingly, a temperature rise in the first clutch actuator CA1 may be detected by measuring the ambient temperature of the first clutch actuator drive circuit 708 be predicted. Therefore, in step S905, when the temperature TempCAD1 of the first clutch actuator driving circuit proceeds 708 that from the first board temperature sensor 711 is measured equal to or less than a predetermined value, the flow proceeds to step S906. If TempCAD1 is higher than the predetermined value, it is assumed that the power transmission performance in the first clutch C1 has not recovered and the subroutine is terminated.

In Step S906 because of the steps taken in steps S903 to S905 Decisions can be predicted that the power transmission the first clutch C1 has recovered, the power transmission using the first clutch C1 which has been inhibited released (permitted) and the subroutine is terminated.

In Step S907 proceeds when the power transmission in the second clutch C2 is inhibited, the flow proceeds to step S908. Otherwise, the subroutine will be terminated.

In In steps S908 to S910, it is determined whether the power transmission the second clutch C2 is restored. That in the second Clutch actuator CA2 generated torque is proportional to the size the magnetic flux of the magnet, the second clutch actuator CA2 forms, and the size of the torque is smaller with increasing temperature, so that at a high temperature no sufficient tightening torque can be generated, causing the Power transmission in the second clutch C2 decreases. When the clutch actuator is used in the environment where the Ambient temperature changes within the range in which the ambient temperature is lower than a certain level the usage limit temperature of the second clutch actuator CA2 is limited approaches, if the drive of the second clutch actuator CA2 is stopped after the Driving the second clutch actuator CA2 raises the temperature the temperature of the ambient temperature with passage of time and thus finally reaches the temperature range at the required for the power transmission Torque can be generated.

in the In view of the above, in step S908, the time since inhibition measured the transmission of the clutch actuator, and if a given time since inhibition of power transmission of the second clutch actuator CA2 has elapsed, the Flow proceeds to step S909. If the given period is not has passed, it is believed that the power transmission capacity in the second clutch C2 is not restored and the subroutine will be terminated.

In step S909, the temperature of the second clutch actuator CA2 is determined by the second clutch actuator temperature sensor 750 measured and the measured value is set as TempCAD2. When TempCAD2 is equal to or lower than a predetermined value, the flow proceeds to step S910. Otherwise, it is considered that the power transmission in the second clutch C2 is not recovered and the subroutine is terminated.

The temperature rise of the second clutch actuator CA2 is proportional to the amount of power delivered into the second clutch actuator CA2 unless the second clutch actuator CA2 is externally heated. The amount of power is calculated from the square of the current and the resistance so that, assuming that the resistance is constant, the amount of power is proportional to the square of the current. The sizes of the in the second Kupplungsaktuatorantriebsschaltung 709 and the second clutch actuator CA2 flowing currents are equal to each other, and there is a resistance in the second Kupplungsaktuatorantriebsschaltung 709 such that the energy consumed in raising the temperature in the second clutch actuator CA2 is proportional to that in the second clutch actuator drive circuit 709 energy used in raising the temperature.

Accordingly, a temperature rise in the second clutch actuator CA2 may be detected by measuring the ambient temperature of the clutch actuator drive circuit 709 be predicted. Therefore, in step S910, when the temperature TempCAD2 of the second clutch actuator driving circuit proceeds 709 that from the second board temperature sensor 712 is measured equal to or less than a predetermined value, the flow proceeds to step S911. When TempCAD2 is higher than the predetermined value, it is considered that the power transmission performance in the second clutch C2 is not restored, and the subroutine is terminated.

In Step S911, because of the steps made in steps S908 to S910 Decisions can be predicted that the power transmission in the second clutch C2 is restored, the power transmission using the second clutch C2, which has been inhibited, released (permitted) and the subroutine is terminated.

As From the above, the transmission control apparatus according to the Sixth Embodiment configured to inhibited operation of the clutch actuator release when a given condition is satisfied, the transmission control device the power-down conditions of the first and second clutch actuators CA1, CA2 not detected by the conventional transmission control device could be detected and can be a failure in the first and avoid second clutch actuator CA1, CA2. Furthermore, a Gear change by a group of the transmission transmission mechanism and the clutch whose operations are inhibited, not by the First to fifth embodiments can be achieved can be made possible again.

The Transmission control device according to the present Invention can control the power transmission, which the Power from one engine to two power transmission paths separates, both an independent clutch and an independent transmission mechanism exhibit.

Various Modifications and changes of this invention are made for Professionals in the field can be seen, without the scope and spirit to depart from this invention, and it is understood that these are not to the illustrated illustrative embodiments is limited.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• JP 2006-132574 A [0003]

Cited non-patent literature

• - "Electromotoric actuators for double clutch transmissions" [0002]

Claims (6)

Transmission control device ( 104 ) for controlling a clutch with an engine output shaft ( 102 ), which is an output torque of an engine ( 101 ) transmits, to a first transmission transmission mechanism (T1), the power of the engine output shaft to a tire ( 106 ) transmits a second transmission transmission mechanism (T2), which transmits the power of the engine output shaft to the tire, a first clutch (C1), which in a power transmission path ( 103A ) extending from the engine output shaft to the tire via the first transmission transmission mechanism for transmitting or disconnecting power, a second clutch (C2) arranged in a power transmission path (Fig. 103B ) extending from the engine output shaft to the tire via the second transmission transmission mechanism for transmitting or disconnecting power, a first clutch actuator (CA1) operated by an electric signal to operate the first clutch, and a second clutch actuator (CA1) A clutch actuator (CA2) actuated by an electrical signal to operate the second clutch, the transmission control device comprising: a clutch actuator controller (14); 107 ) which controls the first clutch actuator and the second clutch actuator; and a power transmission loss detection means ( 108 ) detecting or predicting a drop in power transmission performance of the first clutch actuator or the second clutch actuator, wherein, when the power transmission decay detection means detects a decrease in the power transmission capacity of the first clutch, even if the clutch actuator control instructs the first clutch actuator to transmit power, the power transmission is inhibited in the power transmission path extending from the engine output shaft via the first transmission transmission mechanism to the tire and power transmission in the power transmission path extending from the engine output shaft via the second transmission transmission mechanism to the tire is released, and when the power transmission decay detection means detects a drop in the power transmission performance of the second clutch, even if Clutch actuator control an instruction for power transmission to the z wide clutch actuator, power transmission in the power transmission path extending from the engine output shaft via the second transmission transmission mechanism to the tire is inhibited and power transmission in the power transmission path extending from the engine output shaft via the first transmission mechanism to the tire is released. A transmission control apparatus according to claim 1, wherein said power transmission decay detection means comprises information from first and second rotational speed sensors ( 109 . 110 ), which respectively measure rotational speeds before and after the first clutch, and information from third and fourth rotational speed sensors ( 111 . 112 ), which respectively measure rotational speeds before and after the second clutch, detect a drop in the power transmission capacity of the first clutch when a difference between the rotational speeds measured by the first and second rotational speed sensors becomes a predetermined value or greater and a drop in the power transmission power The second clutch detects when a difference between the rotational speeds measured by the third and fourth rotational speed sensors becomes a predetermined value or greater. Transmission control device according to claim 1, wherein the power transmission power drop detection means information from a first clutch actuator temperature sensor ( 407 ), which measures the temperature of the first clutch actuator, and information from a second clutch actuator temperature sensor (FIG. 408 receiving a temperature of the second clutch actuator, wherein the power transmission decay detection means detects a decrease in the power transmission capacity of the first clutch when the temperature of the first clutch actuator measured by the first clutch actuator temperature sensor becomes a predetermined value or higher, and wherein the power transmission decay detection means decreases the power transmission performance of the second clutch detected when the temperature of the second Kupplungsaktuators measured by the second Kupplungsaktuatortemperatursensor to a predetermined value or higher. A transmission control apparatus according to claim 1, wherein said power transmitting power drop detection means receives information from a first current sensor (15). 409 ), which measures a current flowing in the first clutch actuator current, and information from a second current sensor ( 410 ) which measures a current flowing in the second clutch actuator, detects a drop in the power transmission capacity of the first clutch when a time integral of the current measured by the first current sensor becomes a predetermined value or greater, and detects a drop in the power transmission capacity of the second clutch when a time integral of the measured by the second current sensor Current to a predetermined value or greater. A transmission control apparatus according to claim 1, wherein said power transmission decay detection means receives information from a first board temperature sensor (15). 711 ), which measures an ambient temperature of a first clutch actuator drive circuit provided in the clutch actuator controller to operate the first clutch actuator, and information from a second board temperature sensor (FIG. 712 receiving an ambient temperature of a second clutch actuator drive circuit provided in the clutch actuator control circuit for operating the second clutch actuator detects a drop in the power transmission capacity of the first clutch actuated by the first clutch actuator when the ambient temperature of the first clutch actuator drive circuit measured by the first board temperature sensor becomes a predetermined value or greater, and detects a decrease in the power transmission performance of the second clutch, which is operated by the second clutch actuator, when the ambient temperature of the second clutch actuator driving circuit measured by the second board temperature sensor becomes a predetermined value or higher. Transmission control device according to claim 1, wherein the power transmission in the power transmission path, which is inhibited, is allowed if at least one in three Kraftübertragungsgestattungsbedingungen met is, where a first power transmission permission condition is that a predetermined time after inhibition of power transmission im from the engine output shaft via the first transmission transmission mechanism to tire extending power transmission path, or after Inhibition of power transmission in itself from the motor output shaft the second transmission transmission mechanism to the tire extending power transmission path, has passed, a second power transmission permission condition is that the temperature of the first clutch actuator or the second clutch actuator, which are included in the power transmission path whose power transmission is inhibited to a predetermined value or lower, and a third power transmission permission condition is that, assuming that the transmission control device a first Kupplungsaktuatorantriebsschaltung, which the first clutch actuator and a second clutch actuator drive circuit operates the second clutch actuator includes, an ambient temperature the first clutch actuator drive circuit or the second clutch actuator drive circuit, which is included in the power transmission path whose power transmission is inhibited to a predetermined value or lower.